Automatic air-brake.



No. 735.603. PATENTED AUG. 4, 1903V I W. C. SHANNON`& L. D. MULLEN.

AUTOMATIC AIR BRAKE. l APPLICATION FILED DB0. so, 1902.

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No MODEL.

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SNO. 735.603. Y -PATNNTBD AUG. 4, 190s... v w. o. SHANNON L L. D. MULLBN.

AUTOMATIC AIR' BRAKE.' APPLICATION FILED DEG. 80, 1902.

N0 MODEL.

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APPLIGATION FILED DE. 30, 1902.

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No. 735,603. -PATENTED AUG.4, 1903. A W. G. SHANNON & L.D. MULLEN.

AUTOMATIC AIB. BRAKE.

APPLIUATION FILED Dm'. ao.` 190s.

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UNITED STATES l Patented August 4, 1903. PATENT OFFLCE.

WILLIAM o. SHANNON AND LEONA-an i5. MULLEN, OF sELMA, ALABAMA.

AUTOMATIC AIR-BRAKE.

SPECIFICATION forming part of Letters Patent o, 735,603, dated August 4, 1903. Application tiled December 30, 1902. Serial No. 137,200. (No model.)

To @ZZ whom, it may concern:

Be it known that we, WILLIAM CISHANNON and LEONARD D. MULLEN, citizens of rthe United States, residing at Selma, in the county of Dallas and State of Alabama, haveinveuted a new and useful Automatic Air-Brake, of which the following is a specification.

This invention is an air-brake particularly adapted for use upon electrical railway-cars; but it will of course be understood that the brake can be applied tofany and all constructions Of cars.

The object of the invention is to provide au air-brake mechanism'in which the air for applying the brake'will be condensed by means of a mechanismconnected with the axle of the car to which the brakes are applied, and another object ofthe invention is to provide for automatically cutting Off'the pumping mechanism the moment a predetermined pressure is attained in the condenser-cylinder, and a still further Objectis to provide forapplyiugthe brakesgradually orsnddenly, as the occasion may require.

With these various objects in View and certain others, as will hereinafter appear, the invention consists Vin the novel features of construction, combination, and arrangement, all of which Will be fully described hereinafter and pointed out in the claims.

In the drawings forming a part of this specification, Figure l is a view in elevation illustrating the practical application yof our invention to the bottom of the car. Fig. '2 is a perspective view of the pumping mechanism. Fig. 3 is a top plan View of the pumping mechanism, the governor being shown in section. Fig. 4 is a View taken on the line 4: 4 of Fig. 3 looking in the direction of the arrow. Fig. 5 is a detail perspective view ofV lever being shown in top plan. Fig. 9 is a detail perspective view showing the guide for the piston-rod of the brake-cylinder. Fig. 10 is a detail perspectiveview of the controller. Fig. ll is a `sectional view'of the same. Fig. 12 is a side elevation showing the exhaustoutlet. Fig. 13 is a detail perspective View of the valve. Fig. 14 is an inverted perspective showing the inner end ofthe hand-lever.

In carrying out our invention we employ a drop-frame A, which is bolted to the bottom of the car adjacent to the end of the said car. It will be understood that the brake mechanism is arranged at each end of the car; but we have only shown one mechanism, as that will be sufcient to fullyillustrate our invention, inasmuch as mechanisms ateach end are identical. One member of this drop-frame is enlarged, as shown at A', said enlargement being essentially in the forni of a circle, and secured to said enlarged portion is the cylin.- der B, having a head B secured thereto by means of bolts B2, which pass through the said Ahead'and also through the circular plate A. The plate A and the head B may be constructed with threaded annular anges A2 and B3, respectively, which are adapted to engage the internally-threaded ends of the cylinder B.

A piston C works in the cylinder B and has a piston-rod D connected thereto, which works through `lthe stuffing-box D', arranged upon the circular plate A, the end of said pistonrod passing through the opposing member of the drop-frame and through a stuffing-box D2, carried by the said member, as most clearly'shown in Fig 2. The cylinder A is provided with inlet-valves E, through which g air is driven into the cylinder, and the outlet-valves F, through which air is forced from the cylinder into the branch pipes F', which communicate with the pipe F2, which leads to the reservoir G, and by the reciprocation of the piston air is driven into the cylinder B and forced into the reservoir Gr. In order to thus pump or compressthe air within the reservoir, we arrange an eccentric H upon the adjacent axle ofthe car, said eccentric being sectional, so that it can be secured tothe rounding this eccentricH is a sectional strap H', to which is connected the pitman-rod H2,

axle Without removing the same, and suri said pitman-rod being pivotally connected to a link I, adjacent to the upper end thereof, said link having a block K sliding therein, which block is carried by a stud K', projectinglaterally from the cross-head L, said crosshead being secured to the piston-rod D by means of a set-screw L'. This cross-head has a depending arm L2, which is enlarged at its lower end and provided with a horizontal bore L3, through which passes the guide-rod L4 for the purpose of guiding the cross-head,l said guide-rod being held stationary between the upright members of the drop-frames, as most clearly shown in Figs. l and 2. The lower end of the link I is pivotally connected to a crank-arm M, which is carried bya block M', movable in a vertically-slotted guiding-frame M2, suspended from the d ropframe by means of a bracket M3. Y

It is obvious that by raising and lowering the link I the throw of the piston is regulated, and when the said link is moved to acertain position the operation of the piston will cease altogether, thereby checking the pumping and condensing operations. This principle is utilized for the purpose of stopping the pump as soon as the predetermined pressure has been obtained in the reservoir, and in order to automatically out off the' pump as soon as such pressure has been obtained we provide a governor, which embodies in its construction a cylinder N, connected with the reservoir by means of a pipe N', and in this cylinder is arranged a piston O, having a pistonrod O' connected thereto and extending through an adjustable nut O2, carried by a suitable bracket O2, and surrounding the piston-rod, between the piston-head and the adjustable nut O2 is a coiled spring O4, and by adjusting the nut the tension of the spring can be regulated, so that any desired pressure can be obtained within the reservoir before the piston becomes operative. The free end of the piston-rod O' works through a bracket O5, attached to the cylinder-head B', as most clearly shown in Fig. 2. This piston-rod O' is connected to the upper end of the lever P, which lever is mounted upon the end of the rockshaft P', journaled in a suitable bearing P2, connected to the drop-frame A, the opposite end of said rock-shaft P' having an arm P3, which is connected also to the crank-arm M, so that when the pressure in the reservoir is sufficient to force the piston forwardly the lever P is moved forward, rocking the shaft P', which elevates the arm P3, causing the link I to be lifted, and as this movement continues the stroke of the piston C will become less and less until the link reaches a position where it will rock freely upon the stud K' without communicating any motion to the cross-head L. Thus it will be seen that t-he pump can be cut off automatically as soon as a predetermined pressure has been obtained ,in the reservoir, and this predetermined pressure is regulated by means of an adjustable nut O2.

In order to apply the air so condensed, we employ a controller of peculiar mechanism and which is preferably arranged at a point within easy reach of the motorman, as most clearly shown in Fig. 1. The detail construction ot` our controller is clearly illustrated in Figs. l0, 1l, and 12, and by reference thereto it will be noted that the casing is composed of two sections Q and Q', bolted together, as shown at Q2, the section Q being connected to the brake-cylinder by means of a pipe connection Q3, while the section Q' is connected to the reservoir by means of a pipe connection Q4. The upper section is conical in forni and has a conical-shaped valve R arranged therein, said valve being hollow7 and having an upper stem R', which projects upwardly through the casing, and also with a lower stem R2, which projects down into a recess Q5 and rests upon the spring R3, constructedin said recess and surround'- ing the stem R2. The upper stem R' has a squared portion R4, upon which fits the handle S, said handle having ribs S upon the lower faces adapted to engage notches S2, formed upon the upper end of casing Q. The coiled spring S3 surrounds the upwardly extending portion of the stem R' and is held in place by means of a nut S4 for the purpose of holding the handle in its adjusted position. The valve R is hollow and is provided with an opening T, preferably circular in form and which is adapted to be brought into engagement with the pipe connection Q3, which communicates with the brake-cylinder, said opening T being of such size that when brought into communication with the brake-cylinder the brake will be gradually applied, the air entering the brakecylinder U through the pipe U', which connects with the pipe connection Q3, said brakecylinder having a piston U2 arranged therein, to which the piston-rod U3 is attached, said rod being connected to the brake-rod U4, and this piston-rod works through a guide V, carried by the rods YV', which project from the hanger V2, arranged to support the brakecylinder U. The valve also has a larger opening T', which can be brought into engagement with the pipe connection Q3 for the purpose of releasing the air instantly and applying the full force thereof to the brake-cylinder, so that the brakes can be immediately or sud denly applied. The valve is also provided with a groove or recess T2 upon the exterior thereof and which is adapted to be brought into engagement with the exhaust-opening T3, produced in the casing Q, so that after the brakes have been applied and the valve turned so as to cut olf communication between the reservoir and brake-cylinder the airin the brake-cylinder may exhaust for the purpose of releasing the brakes. The handle S is provided with the ribs or lugs S', which engage the notches, so that by turning to one notch the operator will know that the brakes will be gradually applied and by IOO IIO

turning to another notch the brakes will be suddenly applied and that in order to cut o communication and permit exhaust the valve should be moved until the ribs or lugs engage the third notch. It desired, the airpressure gage can be arranged in connection with the controller, a suitable nipple W being provided for this attachment.

It will thus be seen that we provide an exceedingly-simple and highly-efficient construction of air-brake particularly adapted for use in connection with railway-cars, one which will automatically store the air required .while the car is in motion and one which will automatically check the pumping operation as soon as a predetermined pressure has been obtained.

Having thus fully described our invention, what we claim, and desire to secure by Letters Patent of the United States, is-

1. The combination with a pump, of a piston therein, a cross-head connected to the piston, means connected to the axle adapted to operate the pump, a reservoir connected to the pump, a brake-cylinder having connection with the reservoir, a governor-cylinder connected with the reservoir, an adjustable governor, a link pivotally connected to the pump-operating cylinder, a block connected tothe cross-head and adaptedto slide in said link, and means connecting the governor and the lower end ofthe link.

2. The combination with a drop-frame, of a cylinder connected thereto and having a piston-rod therein, the piston-rod connected to the pistou and working through the members of the drop-fra1ne,a cross-head connected to the piston-rod, the drop-frame carrying means for guiding the said cross-head, an eccentric arranged upon the axle, a strap surrounding said eccentric, and a pitman connected thereto, a link pivotally connected to the pitman, a block adapted to slide in said link, said block being carried by the crosshead, an adjustable governor and means connecting the governor and lower end of the link whereby the said link can be adjusted for the purpose of regulating the stroke of the piston of the pump, as specified.

3. In an air-brake mechanism, the combination with a governor-cylinder connected to the reservoir by means of a pipe, a piston in said governor-cylinder, a piston-rod connected thereto, a guide connected also to the governorcylinder, an adjustable nut arranged in said guide, the piston-rod projecting through said adjustable nut, and a coiled spring surrounding the piston-rod one end bearing down on the piston, the opposite end bearing upon vthe adjustable nut, substantially as specied.

4. The combination of a drop-frame, of a cylinder connected thereto, a piston arranged in the cylinder, a 'piston-rod connected to the piston and working through the Vertical connected tothe opposite end of the rockshaft, the piston-rod to which the upper end of the lever is pivotally connected, the piston to which the said piston-rod is attached, said piston being arranged in the governor-cylinder and provided with means for regulating the operation thereof, a pipe connected to the governor-cylinder, a reservoir, said reservoir being connected with the governorcylinder and also with the pump-cylinder, a brake-cylinder connected also with the reservoir, a piston arranged in the brake-cylinder and having its rod connected with the brake mechanism and means for controlling the-air in the reservoir, as specified.

5. In an air-brake mechanism and controller comprising a casing formed in two sec tions, one section being connected with the rservoir and the other section with the brakecylinder, a valve arranged in the casing and provided with an opening adapted to gradually apply the brake and also an opening adapted to forcibly apply the brake and an exhaust-opening to permit the escape of air from the brake-cylinder after the brakes have been released, as specified.

6. In an air-brake mechanism and controller comprising a casing formed in two sections, one section being connected with the reservoir and the other section with the brakecylinder, a hollow conical valve having an upwardly-projecting stem and `also a downwardly-extending stem, said downwardlyextending stern resting in the recess produced in the lower section of the casing, a coiled spring arranged within the recess and upon which the downwardly-extending stem rests, the upward ly-extending stem having a squared portion, a hand-lever fitted upon said squared portion, said hand-lever having ribs or lugs upon its under side adapted to engage notches produced in the upper end of the casing, a spring arranged upon the upper end of the stem and adapted to bear upon the hand-lever, said valve having two openings of different sizes and a groove or recess upon the exterior, the casing having an opening adapted to permit the exhaust of air, as specified.

WILLIAM o. SHANNON. LEONARD D. MULLEN.

' Witnesses:

JNO. H. DUNWoDY, FELIX M. Woon.

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